WO2014067773A2 - Dispositif de conduite assistée ou automatique d'un véhicule à moteur - Google Patents

Dispositif de conduite assistée ou automatique d'un véhicule à moteur Download PDF

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Publication number
WO2014067773A2
WO2014067773A2 PCT/EP2013/071513 EP2013071513W WO2014067773A2 WO 2014067773 A2 WO2014067773 A2 WO 2014067773A2 EP 2013071513 W EP2013071513 W EP 2013071513W WO 2014067773 A2 WO2014067773 A2 WO 2014067773A2
Authority
WO
WIPO (PCT)
Prior art keywords
steering
common
servomotors
rack
pinion
Prior art date
Application number
PCT/EP2013/071513
Other languages
German (de)
English (en)
Other versions
WO2014067773A3 (fr
Inventor
Bastian Witte
Original Assignee
Volkswagen Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Priority to US14/439,519 priority Critical patent/US10526004B2/en
Priority to CN201380057234.3A priority patent/CN104755357B/zh
Publication of WO2014067773A2 publication Critical patent/WO2014067773A2/fr
Publication of WO2014067773A3 publication Critical patent/WO2014067773A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003—Backup systems, e.g. for manual steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0421—Electric motor acting on or near steering gear

Definitions

  • the invention relates to a device for assisting or automatically guiding a motor vehicle.
  • Driver assistance systems increasingly support a motor vehicle driver when driving a motor vehicle.
  • the increase of this represents the partially, highly or fully automatic guiding a motor vehicle, where the motor vehicle driver makes no steering or braking specifications, but automatically drives the motor vehicle.
  • This poses the problem that in the downshift from the automatic guidance of the motor vehicle to the driver-driven driving the motor vehicle driver requires a certain amount of time to get back to full control. In particular, individual errors should therefore not abruptly lead to the shutdown of the system. On the other hand, the cost of more parts should not be increased unnecessarily.
  • the invention is based on the technical problem of providing a device for assisting or automatically guiding a motor vehicle in which automatic or assisting steering movement is ensured more reliably.
  • Motor vehicle a first steering actuator with an associated steering control unit, a rack, a steering column and a steering handle, wherein the steering column and the steering actuator act on the common rack, wherein at least a second steering actuator with a further associated steering control device is present, the second Steering actuator acts on the common rack.
  • the invention is based on the assumption that conventional steering systems in their mechanics are designed to be single-circuited, ie there is only one steering handle, one steering column
  • Steering gear and also the two wheels are mechanically fixed to each other right and left on the steering arm arms of the pivot bearing, the tie rods and the rack. It is assumed that sufficient dimensioning, manufacturing in
  • the steering actuator with its associated steering control unit is redundant, but not the rack, the steering handle and the steering column.
  • the respective steering actuator is assigned its own sensor system for detecting actual values.
  • the two steering control units receive their desired values through a higher-level control unit for assisting or automatically guiding a motor vehicle, wherein more preferably the data connection between the higher-level control unit and the steering control units takes place via separate bus systems, so that redundancy also exists here, to compensate for single errors. More preferably, the two
  • Steering ECUs connected directly to each other via a further bus system, so that in case of failure of a bus system, the steering control unit associated with the bus system can receive its setpoint values via the other bus system and the further bus system as well as via the further bus system and the other bus system. Send values to the higher-level control unit.
  • the two steering actuators are designed as electric servomotors which are connected to mutually independent electrical power supply units.
  • the two power supply units are designed as batteries, which are connected via diodes to a common generator or a common high-voltage battery, wherein via the diodes, a reaction is prevented.
  • the diodes instead of the diodes, other components can be used which ensure a directed current flow.
  • the two servomotors are the same, the two
  • Servomotors can be put in parallel or successively in operation.
  • the two servomotors are designed for a maximum torque of 3 Nm.
  • the individual servomotor is overtaxed. However, until then, usually the driver has taken control again. Automatically parked vehicles remain however, simply stand. In any case, a single error of a servomotor does not lead to a critical situation.
  • the two servomotors are designed as brushless servomotors. This brings advantages in durability, since no more abrasive brushes are available.
  • the two servomotors may be designed as DC, three-phase or AC motors, wherein in one embodiment, a servo motor is designed as a synchronous motor and the other servomotor as an asynchronous motor.
  • the two servomotors are installed slightly twisted each other.
  • Each electric motor has so-called cogging moments as a function of its number of poles and the magnetic design. If you let go of the rotor, then this moves to a position where the cogging torque is maximum. Due to the slightly twisted arrangement of the servomotors, the number of locking points can be doubled and the cogging torques are reduced. This can be one
  • connection of the two servomotors can be done in various ways, preferably components that have no or only the slightest probability of failure from field experience with electric power steering, are also installed only simple.
  • the two electric servomotors are connected via a respective own steering pinion with the common rack.
  • the two steering pinion of the two servomotors are installed close to each other, so that the
  • the two servomotors are connected via a common steering pinion with the rack, whereby a steering pinion is saved and the teeth of the rack must not be extended. This too can be realized by different embodiments.
  • the two servomotors act on different sides of the common steering pinion. In an alternative embodiment, the two servomotors are seated on a common shaft.
  • the shafts of the servo motors are connected to a common carrier with a steering pinion, wherein the steering pinion is connected to the rack.
  • the two servomotors are connected via a recirculating ball mechanism with belt drive with the rack.
  • This embodiment is preferably used in axis-parallel steering, wherein further preferably the belt drive is doubled.
  • the nut of the recirculating ball gear are designed wider, so that two belt drives can rotate, each with a belt drive is connected to a servo motor.
  • one of the two belts can also be divided into two narrow belts, which then outside of the
  • Recirculating ball gear are arranged and connected to a servo motor, wherein between the two narrow belt, a wider belt is arranged, which is connected to the other servomotor. This provides redundancy with regard to the motors and the drives.
  • both servomotors can be on a common shaft and the belt drive is doubled.
  • an electric servomotor is arranged on the steering column and the other electric servomotor in the engine compartment.
  • Electric servomotors on the steering column in the vehicle interior are also referred to as column EPS systems.
  • the electric servomotor in the engine compartment is installed as a so-called one-pin EPS and shares with the steering column a common steering pinion to convert the rotational movement of the steering column in a translational movement of the rack.
  • the servo motor in the engine compartment and the steering column also each have their own steering pinion.
  • the servomotor in the engine compartment and the steering column share a common steering pinion, whereas the servomotor is coupled to the steering column via its own steering pinion to the rack.
  • the two servo motors are designed as a double motor, which are arranged in a common housing, wherein on a common
  • Rotor shaft permanent magnets are fixed, preferably glued and the
  • Windings of the two servomotors are alternately arranged on the stator side.
  • Fig. 1 is an electromechanical steering with separate steering pinions for
  • Fig. 3 is an electromechanical steering with a common steering pinion for both
  • Fig. 4 is an electromechanical steering with a common steering pinion for both
  • FIG. 5 shows the electromechanical steering according to FIG. 4 in a side view
  • FIG. 6 shows an electromechanical steering system with a common recirculating ball mechanism in a first embodiment
  • Fig. 9 is an electromechanical steering with a servo motor on the steering column and a
  • Fig. 10 is an electromechanical steering with a servo motor on the steering column and a
  • Fig. 1 an electromechanical steering with a servo motor on the steering column and a
  • Fig. 12 is a schematic representation of a double motor.
  • the device 1 shows schematically an electromechanical steering system as part of a device 1 for assisting or automatically guiding a motor vehicle.
  • the device 1 comprises a first steering actuator 2 with an associated steering control unit 3 and a second steering actuator 4 with an associated steering control unit 5.
  • the first steering control unit 3 is connected to a first bus system 6 and the second steering control unit 5 to a second bus system 7 connected.
  • the two steering control units 3, 5 via a another (not shown for reasons of clarity) bus system directly connected.
  • the steering control units 3, 5 receive desired values for the steering actuators 2, 4 from at least one higher-level control unit for the assisting or automatic guidance of the motor vehicle.
  • actual values can be transmitted from the steering control units 3, 5 via the bus systems 6, 7 to the higher-level control unit.
  • these can establish a redundant communication, for example by transmitting desired values for the first steering control unit 3 via the second bus system 7 and the further bus system to the first steering control unit 3 so that it receives its target values in two ways. This can be used for all message transmissions such as the setpoint values of the second steering control unit and the actual values of the first and second steering actuators 2, 4.
  • a redundant communication for example by transmitting desired values for the first steering control unit 3 via the second bus system 7 and the further bus system to the first steering control unit 3 so that it receives its target values in two ways. This can be used for all message transmissions such as the setpoint values of the second steering control unit and the actual values of the first and second steering actuators 2, 4.
  • the steering actuators 2, 4 are included
  • a motor pinion 10 and on the shaft 9, a motor pinion 1 1 is arranged on the shaft 8.
  • a respective steering pinion 12, 13 is connected, which are in engagement with a rack 14.
  • the rack 14 is held by bearings 15 and has at its end tie rods 16 which are connected to pivot lever arms 17 of the pivot bearings which are connected to the wheels 18.
  • a steering handle 19 is connected to a steering column 20, at the free end of a further steering pinion 21 is arranged, which is also in engagement with the rack 14. Again, a ratio between a steering angle Le n k ra d and rotation U of the steering column 20 takes place. In a single error of a steering actuator 2, 4 or his
  • assigned elements is still half of the steering force available, so that the motor vehicle remains safely manageable until the takeover of the motor vehicle driver.
  • Steering pinion 22 are connected, these being on different sides of the
  • Steering pinion 22 act. Assuming that the common steering pinion 22 similar to the rack 14 is built robust, a steering pinion together with storage compared to Fig. 1 is saved, with respect to the individual error otherwise the same as in Fig. 1 applies. Another advantage is that a toothing 23 of the rack 14 does not have to be extended.
  • FIG. 3 shows a further alternative embodiment, the two steering actuators 2, 4 designed as servomotors sitting on a common shaft 24 with a motor pinion 25.
  • Recirculating ball gear 28 connected.
  • the shaft 9 of the second steering actuator 4 is connected to the recirculating ball gear 28 via a wider central belt drive 31.
  • first steering actuator 2 is arranged on the steering column 20 and the second steering actuator 4 in the engine compartment.
  • the motor pinion 10 acts on a toothing of the steering column 20, whereas the motor pinion 1 1 is connected to the steering pinion 21 of the steering column 20.
  • the motor pinion 1 1 may be connected via a dedicated steering pinion 13 to the rack 14, which is shown in Fig. 10.
  • Fig. 1 a further alternative is shown in Fig. 1 1, wherein the steering actuator 2 is connected via its own steering pinion 12 with the rack 14, whereas the second steering actuator 4 accesses with its motor pinion 1 1 on the common steering pinion 21 of the steering column 20.
  • a double motor 35 is shown schematically. On a common
  • Rotor shaft 36 are bonded permanent magnets, not shown, wherein on the stator 37 alternately segmentally the windings 38, 39 of the first steering actuator 2 and the second Lenkaktors 4 are arranged, wherein the windings 38, 39 are each shown only for one segment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un dispositif (1) de conduite assistée ou automatique d'un véhicule à moteur, comprenant un premier actionneur de direction (2) doté d'une unité de commande de direction (3) associée, une crémaillère (14), une colonne de direction (20) et un élément de maniement (19), la colonne de direction (20) et l'actionneur de direction (2) agissant sur la crémaillère (14) commune, au moins un second actionneur de direction (4) doté d'une unité de commande de direction (5) associée supplémentaire étant prévu, le second actionneur de direction (4) agissant sur la crémaillère (14) commune.
PCT/EP2013/071513 2012-10-30 2013-10-15 Dispositif de conduite assistée ou automatique d'un véhicule à moteur WO2014067773A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US14/439,519 US10526004B2 (en) 2012-10-30 2013-10-15 Device for assisting or automatic guiding of a motor vehicle
CN201380057234.3A CN104755357B (zh) 2012-10-30 2013-10-15 用于辅助地或自动地引导汽车的装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012021436.7 2012-10-30
DE102012021436.7A DE102012021436A1 (de) 2012-10-30 2012-10-30 Vorrichtung zum assistierenden oder automatischen Führen eines Kraftfahrzeuges

Publications (2)

Publication Number Publication Date
WO2014067773A2 true WO2014067773A2 (fr) 2014-05-08
WO2014067773A3 WO2014067773A3 (fr) 2014-06-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2013/071513 WO2014067773A2 (fr) 2012-10-30 2013-10-15 Dispositif de conduite assistée ou automatique d'un véhicule à moteur

Country Status (4)

Country Link
US (1) US10526004B2 (fr)
CN (1) CN104755357B (fr)
DE (1) DE102012021436A1 (fr)
WO (1) WO2014067773A2 (fr)

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EP3792149A1 (fr) * 2019-08-22 2021-03-17 Jtekt Corporation Dispositif et procédé de direction

Also Published As

Publication number Publication date
CN104755357A (zh) 2015-07-01
CN104755357B (zh) 2017-10-10
WO2014067773A3 (fr) 2014-06-26
DE102012021436A1 (de) 2014-04-30
US20150298722A1 (en) 2015-10-22
US10526004B2 (en) 2020-01-07

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